Straight-air brake



Jan. 24, 1928.

Fig. 7.

l FI o 4- /l//Z 5 7 L I( l Jan. 24, 1928.

F. KASANTZEFF STRAIGHT AIR BRAKE Filed July 21. 1926 3. Sheets-Sheet 2 F. KASNTZEFF STRAIGHT AIR BRAKE Filed July 21, 1926 Fig. 2

Jan. 24, 1928.

UNITE@ FLORENTIN IASANTZEFF, OF BERLN, GERMANY.

STRAGET-AIR BRAKE.

applicati@ inea my ai,

The invention relates to a brake, adapted especially Yfor use in railways, of 'the one lined straight air type, as 'for instance lrnoivn in the brakes oi' Drelshammer or BoZitch.

The new eaturen re de in means 'for a direct connection of the brake cylinder to the brake pipe and to the auxiliary air container in such vray, that at all times the air pump oi the locomotive or other tractor is able to maintain any desired pressure in the Whole system, and the danger of eze hausting the auxiliary containers by looseness or' the brake pistons or other parts is entirely avoided. Thereby any air pressure in applying or lifting the brakes can surely be maintained in a fully automatic manner.

rihe invention further concer means, such as an accelerating. air chamber, tor ensuring a quick action oi the brake, especially in approaching the brake blocks to the wheels to be bra-hed, and further details, as later described.

Several samples ot the invention are shown in the drawing, in which Fig. 1 is a diagrammatic vieiv of a first tyre liig. 2 is a longitudinal section ci a leaders valve appertaining thereto,

Fig. Sis a longitudinal section oit a ruling device appertaining thereto,

Fig. d is a longitudinal section oi a distributor appertaining thereto,

Fig. 5 is a diagrammatic vieuT ott a second type, the ruling device and distributorbeing shown is section,

liig. 5 is a diagrammatic view of a third type, and

lfig. Y is a longitudinal section of the combined distributor and ruling device, appertaining thereto.

ln all samples corresponding reference letters are used for corresponding parts.

ln the lirst modilication the brake, dcscribed in connection With Fig. 1 contains on the locomotive an air pump 1, a main air container 2, and a leaders valve 3, and by a train pipe e these parts, which may be oli usual construction., are connected to the 'wagon appliances, which consist of feed valves 5, auxiliary air containers 6, special ruling` devices 7, distributors 8, and bralre cylindf s 9, these parts being connected by tubes 10, 1lA 'and l2 as shown en 1926. Serial No. 124,030.

rShe leaders valve 3, shown in Fig. 2, is so constructed as to allow any desired grade of air pressure to be obtained and automatically maintained in the train pipe For this purpose, a handle 13, fitted with a screw part 1li, is arranged on a corresponding screiv part oi the valve casing so as to proceed axially when being rotated, and to thereby more or less compress a screw spring 16 inserted between the handle and a dia phra-gn'i 17. The loiver side of said diaphragm 1'4" is in connection with an air chamber 18, and a double valve 19 oit known construction serves 'lor feeding air from the main container 2 through a connecting channel 20 to said chamber 18 in such Way, that in each positionv of the handle 13 a precisely corresponding air pressure is maintained in said chamber 18.

A larger diaphragm 21 is arranged so as to separate said chamber 18 from a further chamber 22, and a further similar double valve 23 serves to feed this chamber 22 and the train pipe 4, connected thereto, with air under precisely the same pressure as obtained in the chamber 18.

This arrangement gives the possibility of using a small and lightly loaded handle spring, so that the valve can be easily handled and no trouble with the spring arises, and nevertheless, owing to the large dime-ir sions oi` the second double valve 23, Which can be surely governed by the large dia phragm 21, acting as a relay, the desired pressures can be very quickly obtained also in very long train pipes, and maintained against leakages.

The parts arranged on the Wagons are described as follows.

The feed valve 5, shown in Fig. 3, contains an automatic check valve 2li connecting the train pipe d to the pipe 10 of the auxil iary container' G and to the pipe 11 leadinglo Jche distributor 8. A valve cone 25 is com bined With said check valve so as to give the possibility of shutting off the device or connecting a chamber 26` to the train pipe e for the purpose of modifying the pressure alterations.

rlhe ruling device 7, shown in Fig. 3, con-- tains a larger diaphragm 27 and a smaller diaphragm 2S connected to each other by a spindle 29. screvv spring U srnported on the casing so as loaf.i er that phragm :2T and press it upward. Above the larger diaphragm 2T a chamber 3l is arranged. which chamber is connected to the train pipe si. Below the smaller diaphragm 28 a chamber 32 is arranged, which is eon nected to the governing pipe l2 leading to the distributor 8. A double valve 33 is arranged in the spindle 29 so as to connect the chambers 3l and 32, when the spindle 2S) is loweredhand connect the lower chamber to an atmospheric outlet 34C, when the spindle 29 is raised.

The areas of the diaphragras 27 and :28. and the tension oi' the spring' 30 are in such relation, that on a normal pressure existing' in the train pipe a'f and the chamber 3l also the saine pressure is obtained in the lower chainlgier and in the distributor pipe l2. Whereas, when the pressures in the upper chamber 3l are augmented or lowered, the pressures in the lower chamber 3'2 are augmented or lowered in higher grades. Here- `bran accelerated and more precise governing of the distributor 8 is attained.

The distributor S, Fig. 4:, of an essimtiall)7 known type, has a channel 35 in connection with the pipe l2 coming' troni the ruling;1 de rice 7, a brake cylizider channel 3G and a chamber 3T connected to the pipe l1. which comes Yfrom the auxiliar;T container and 'feed valve .3, Between three diaphragme 3.55. 39, Ll() two chambers Lll and@ are included. The upper chamber l is connected by a channel 43 to the chamber 3T, while the lower chamber ai?, communicates with the first named channel 35. Above the uppermost diaphragm 3S an atmospheric chamber 4l is prorided. and the space below the `loirermost diaphragm 4.0 is connected to said channel 3G and to the brake cylinder.

The diaphragnis are fastened to a spindle 45 so that they forni a tconnnonly swingingA system. A. bolt 46 With a` longitudinal bore containing a double valve i7 is so arranged with respect to said spindle a5, as to alternatively connect the brake cylinder channel 3G with the atmospheric chamber 114- and by a connecting channel fl-8 with the chamber 3T connected to the auxiliarrY air container (i.

vThe distributor acts as follows. .in the running positions of the leaders valve, troni the train pipe the normal pressure is transmitted through the ruling device to the lower chamber l?, and the Same pressure eaists in the upper chamber 41, Whereas the uppermost space ill. and the lon-"erinost channel 36 have atmospheric pressure. lVhen the train pipe pressure is diminished, the diaphragin system goes downward, and air is admitted 'from chamber 37 through the channel 48 to the brake cylinder. `When the train pipe pressure is augmented, the diaphragm system goes upward, and air is exhausted from the brake cylinder through the double valve 4T and the outlet chamber 4e. In all eases the chamber 37 has the elect of producing very (prickly but smoothly the desired movements of the brake piston. and thisl in very exact manner owinpr to the described elllect of the ruling device T.

In the eonstructional lorni accordingl to Fig'. a feed ralve 5 is connected to the train pipe l and a pipe ll leads l'roin said feed valve to a chamber' ot the distributor S. which in its turn is connected to the aux iliary container (i by a pipe lll. il. ruliin;` device T is connected to the train pipe by a pipe 5G, further to the auxiliary container by a pipe 5l, and to the f foiei'iiinp chamber of the distrilnitor il bj.' a pipe l2.

The ruling;r device contains tno diaphragfms Qi' and 28 olf diilerent sizes (as in Fig. 3), and a loading spring' lill' is so ar ranged as to press the larger diaphragm inward. The space 53 between the dia phragms is connected to the train pipe -.l. The space ibelow the larger diaphragm 2T is connected to the atmosphere, and lhc space abore the smaller diaphragm 2S in connected to the ahore mentioned pipe li. A double ralro 5G is so arranged` that it connects the space :i5 alternatel)7 to the annosphere or to a chamber nl'. which conunnnicates with the pipe 5l leading1 to the anxiliary container t3 and to the distrilnilor.

The action is sii'nilar to that described as shown in Fig'. l, as follows. 1When a certain nornial pressure exi. in the middle chamber atmospheric pressure exists in the upper chamb 55. Then the pressure in chamber becomes augmented or diminished, in con- Sequence of the different areas` ot the diaphragme and due to the spring lill. cor` respondinga pressure diii'erences in an increased degree and in inverse .sense arc produced in the upper chamber 55 b r aid ot the double valve 5C).

In the :'Lpperlainingr distributor d' thi` ihren diaplu'apjnji.s 2558. 2h). l0 the air chamber 3T and the double ralve Lil-7 are similar to the corrcspihiding; pars ol' Figi'. 1. lhi chainber .58 between the greatest diaphraifnis fifi, 3S) is open to the atmosphere. The chamba' .titl liaetween the smaller diaphrapinei iii), Ll() is conneeteiil to a' ralre conc of), which has an atmospheric eizliannel (d and :i minar-ling channel G2 adapted tor connecting the tpace to the extreme chamlwr nfl-3 and io the brake cylinder 9.

In the shown position fn" thc ralrc cone (30 a strong braking' action is obtained. as needed for loaded wagons, as tollen-s. The interniediate chambers 5S and :L59 beinejopim to the atmosphere. thc wholi area dillerein-c of the greatest diaphragm IBS and the s|nallest diaphragm l-O ellective tor the mori ment the diaphragm system, and therefore strong pressure differences and eorrespending .strong braking actions are produced by the chamber 63. lVhen the valve cone 60 is ill] lun

lll)

turned so as to connect the spaces 59 and 63, a vveaker braking action is obtained due to the smaller difference oi area of the noiv acting diaphragms 3S and 39; this position is used for unloaded Wagons. In each case the double valve 4T has the action of admitting or exhausting air to or from the chamber ('33 and the bralre cylinder, so that graduated braking` or brake 'loosening according to the pressures produced in the chamber is obtained, Whereas in running` position all chambers of the distributor as Well as the brake cylinder are under atmospheric pressure. j

In the modification shown in Fi 6 and 7, Fig. G shows the train pipe d, the auxiliary container G and the brake cylinder 9 in essentially the same arrangement as before described. The feed valve, ruling device and distributor and united in one common device, shown in Fig. 7, which is connected to the train pipe 4t and to the auxiliary container 6 by pipes 65 and 6G respectively.

In Fig. 7 the parts 5, ll, 3T, si", e0, 39, 38, 63, 59, 58, G0, 6l, 62 have completely the same arrangement and action as described in connection with Fig. 5. The ruling device is ot another type in so far as, instead. of augmenting the differences of air pressure induced by the train pipe pressure differences it produces a constant pressure acting against the train pipe pressure differences so that the acting pressure becomes small and the differences great With relation to it, which means that the same effect as described with regard to exact measuring the braking degrees is obtained.

For this purpose a chamber 70, adjoining to the outer 'face of the greatest diaphragm B8, is connected by a channel 71 to the train pipe 4. by chamber 72 and pipe 65. This chamber is closed by a still greater diaphragm 73, which is connected to the spindle T4 uniting all the diaphragms 73, 38, 39, 40. A further chamber 75, adjoining the outer face ot the large diaphragm 73 is illed up with an always constant pressure from the auxiliary container through the pipe 66 and a channel 76, under the action of a constant pressure valve 77. This valve is ott' the usual double valve type with a governing diaphragm 78, closing the chamber 75 against an atmospheric chamber 79, and With a loading spring 80.

The action is the following. When igor braking the train pipe pressure is diminished, the correspondingly diminished pressure in the chamber 70, due to the area dift- V'ference ot' 'the diaphragme 38 and 73 causes the entire system to move against the accelerating chamber 37 under the constant pressure in chamber 75, whereby air from the accelerating chamber 37 and "from the auxiliary container and train pipe is allowed to pass into the brake cylinder' to such an ex- `tent as to restore the balanced primary position of the diaphragm system. Then inversely the train pipe pressure is augmcnted, the inverse actions takes place with the effect of lifting the brake to any desired degree.

I elaim:`

l. A straight air brake of the one lined type, comprising in combination a train pipe, an auxiliary air container, a brake cylinder, a distributor connected to said train pipe and auxiliary container so as to directly admit air irom both said parts to said brake cylinder on a decrease of air pressure in said train pipe, and a ruling device, so connected to saidtrain pipe and distributor, that by different pressures, existing in the train pipe, relatively greater pressure differences become effect-ive in the distributor.

2. A straight air brake of the one lined type, comprising in combination a trainpipe, an auxiliary air' container, a brake cylinder, a distributor connected `to said train pipe and auxiliary container so as to directly admit air from both said parts to said brake cylinder on a decrease of air pressure in said train pipe, and a rulinO device, so connected to said train pipe and t istribu* tor, that by different pressures, existing in the train pipe, greater pressure differences are produced in the connection bet-Ween said ruling device and distributor.

3. A straight air brake of the one lined type, comprising in combination a train pipe, an auxiliary air container, a brake cylinder, a distributor connected to said train pipe and auxiliary container so as to directly admit air from both said parts to said brake cylinder on a decrease of air pressure in said train pipe, and a ruling device consisting of two piston like acting members of different areas, operative-ly connected to each other, a iirst chamber adjoining to the outer face of the larger oit said members and connected to the train pipe, a second chamber' adjoining to the outer face of the smaller of said members and connected to the distributor, a spring pressing said greater member outward, and a double valve in operative connection to said members, so that on a decrease or increase of pressure in said first chamber a greater decrease or increase o'i' pressure in said second chamber is produced.

ll. A straight air brake of the one lined type, comprising in combination a train pipe, an auxiliary air container, a brake cylinder, a distributor connected to said train pipe and auxiliary container so as to directly admit air from both said parts to said brake cylinder on a decrease et air pressure in said train pipe, and an airvchamber common to said train pipe and auxiliary container and connected to said distributor so as to conn tain an amount of air adapted for initially fillingtlie brakeieylinder and for softening the air pressure graduations. A

5. A straight air brake of the one lined type, comprising in combination a train pipe, an auxiliary air container, a brake cylinder, e distributor connected to said train pipe and auxiliary container so as te "directly admitair from both seid parte to said brake cylinder on af decrease ol" air pressnreiin said train `pipe,an air chamber, air eonneetions ol4 diierent cross lareas between said air' chamber and said trein pi )e and auxili- I 1ry container 1es] iectiyely,`aneeeonnection between said air chamber and said distributor. i 4

6. A straighty air brake of the one lined type, eomprising in` combination a trainpipe, en auxiliaryn'ir container, a brake cylinder, a distributor connected to said tram pipe and auxiliary Container so as to directly .admit` air from both said parts to said brake eylinder'on a decrease of air pressure in seid train pipe, tWQ piston like act-ing members of diierent areas in said distributor, a chamber connected to the brake cylinder and adjoining tlie smaller of said members,

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and valve means adapted to connect the space enclosed between said members altei1- natively "to said brake cylinder nud to the atmosphere.

7.A straight air braille 0i the one lined type, comprising in combination a train pipe, en auxiliary nir container, :ind a leaders valve for admittirucir ir ol' different pressures to' said train pipe und auxiliary con tailler, seid leaders valve comprisingr a piston like acting member, a loading.r spring en said member, means for altering,r tbe tension of said sln'ingan air eliamlier adjoining id member, means operatively eonneeted to said member 'For admitting and. eximlistingA air to and from said Chamber so este balanee said member, ii second larger piston like aeting member adjoining said chamber, a ond chamber connected to seid train pipe and adjoining;r said second member, end means operatively connected to said second member for admitting and exhausting air to and "from seid second chamber so as te balance said second member.

In Wltness whereof I affix my signature.

FLORENTIN KASANTZEFF. 

